Method of applying brakeage



July 6, 1937. R. E. MOCLEARY METHOD OF APPLYING BRAKEAGE Original Filed Jan. 22, 1932 3 Sheets-Sheet 1 a N I w WW9 W h v Fil 0 Q if n .3 w u .k 3' R. aw

INVENTOR v Foyj W4? aleary BY M X W ATTORNEY July 6, 1937. R. E. MCCLEARY' 2,086,277

METHOD OF APPLYING BRAKEAGE Original Filed Jan. 22, 1932 3 Sheets-Sheet 2 'INVENTOR 20 ZlFCZemy ATTORNEY July 6, 1937. R. E. M CLEARY 2,086,277

METHOD OF APPLYING BRAKEAGE Original Filed Jan. 22, 1932 3 Shets-$heet 3 i INVENTOR Wayfl moea 13 ATTORNEY Patented July. 6, 1937 UNITED mm 2,086,277 I METHOD- OF APPLYING BRAKEAGE Roy E. McCleary, Seattle, Wash, assignor to McCleary Hydraulic Brake (30., Yakima, Wash., a corporation of Washington Original application January 22, 1932, Serial No.

Divided and this application May 1,

1935, Serial No. 19,134

8 Claims.

The object of this invention is to provide a novel method of applying hydraulic brakeage.

The invention relates to that type of brake in which vehicle driven parts or gears are disposed in a casing through which the braking medium, such as oil, is advanced by the driven parts, and in which the passage of said medium is congested to various degrees to apply brakeage to the extent desired.

In all braking methods of this general type which are known to me, the problem of getting a suflicient ingress of the braking medium to properly feed the driven parts, has presented the greatest difficulty either at high or low speeds. Practically the same problem is presented as regards a suflicient ingress of air when no braking function is being performed. An insufficient supply of air will result in singing and whistling noises and a highly objectionable generation of heat, while an insufiicient supply of oil will not only generate heat but will also seriously interfere with an effective congestion when brakeage is applied. Difficulty has also been experienced when air and oil have been mixed by reason of the fact that the air can be compressed and the oil cannot be compressed and therefore an uneven braking action results.

It is a primary object of the invention to overcome the above and many other objectionable features, and it is a very special feature of this method to afford an instant full or maximum ingress of oil to the driven parts in an excess substantially greater than the parts can absorb irrespective of the vehicle speed at which brakeage is applied, and immediately upon the application of either a minimum or anything more than a minimum application of brakeage.

A further feature consists in an effective excess air admission to prevent noises and an objectionable generation of heat when no brakeage is applied.

It is also a very important feature to practically instantly shut off ingress of air to the driven parts as soon as oil is admitted thereto, and likewise to shut off ingress of oil when air is admitted, to thereby obtain a complete and eifective segregation of air and oil to the driven parts.

' It is also a feature of the novel method to main- 50 tain a constant and maximum oil or air ingress when either is admitted, so that when brakeage is being applied, irrespective of the extent thereof, the driven parts will at all times have a maximum oil ingress that will not vary and will remain constant irrespective of the varying extent of oil congestion. Y

' This application is a divisional application from my patent which issued July 9, 1935, No. 2,007,279, for improvement in Hydraulic brake.

The invention has many other objects and features which will' be more fully described in connection with the accompanying drawings and which will be more particularly pointed out in and by the appended claims.

In the drawings:

Fig. 1 is a sectional view of the preferred form of my improved brake taken on line ll of Fig. 3, and showing the parts in a non-braking adjustment. 1

Fig. 2 is a sectional view similar to Fig. 1, with the parts in a braking adjustment. I

Fig. 3 isa sectional view' on line 3-3 of Fig. 1,

and also illustrating the valve operating mechanlsm. 7

Like characters of reference designate similar parts throughout the different figures of the drawings.

The drawings show the brake proper in which a housing is provided which may consist of upper and lower sections l and 2, respectively, which are rigidly united in any suitabl'e'manner at the horizontal juncture thereof, as indicated at 3. One function of this housing is to provide a suitable reservoir for the braking medium which usually is oil, and wherever I hereinafter refer to oil it will be understood that I am using this term generically as applying to any suitable liquid. I have shown the oil level at A, which is slightly below the line of juncture of the housing sections but which is sufficiently high so that the oil will seek its head by gravity and automatically enter the supply chamber when the latter is opened, as will hereinafter more fully appear. The sections l and 2, collectively, have side walls 4 and 5, as shown in Fig. 3, which are provided with bearings 6 and l for shafts 8 and 9, only those bearings for shaft 8 being shown. In the most improved construction, the brake structure will be interposedbetween the differential and the transmission mechanism, and the housing, which may be generally designated at Said casing, which may be generally indicated 4 at C, may consist of an integral casting having a side wall I2 and a horizontally disposed peripheral wall l3, extending laterally therefrom, as shown in Fig. 3. A removable wall l4 serves to close the internal chambers to be presently described. Wall 2, has a journal l5 for shaft 8, and a like journal, not shown, for shaft 9, and wall M has a journal |6 for shaft 8, and a like journal for shaft 9, the latter not being shown. Walls 4 and 5 of the housing, have flanges l1 and I8, respectively, engaging journals l5 and 25, whereby the brake casing C will be rigidly supported in the housing B.

Shaft 8 will be suitably connected to be vehicularly driven, preferably by the drive shaft, of which it may form a section, while shaft 9 is an idle shaft. The brake casing C is chambered at |9 and 29 to receive vehicle driven members which are shown in the form of gear wheels 21 and 22, and wheel 2| is suitably keyed on shaft 8, as indicated at 23, while wheel 22 may be likewise keyed to idle shaft 9, as indicated at 26. The gear wheels have teeth, 25 and 2G, respectively, the outer ends of which closely fit the peripheries of the chambers l9 and 22, as shown, and said teeth are in mesh engagement at D. As shown in Fig. 3, the gears laterally fit closely against the walls l2 and it, of the casing C. Now it will be clear that as the teeth 25 and 26,.at their peripheries, fit closely against the walls i9 and 20, respectively, and at their ends t closely against walls i2 and i4, that they form oil containing pockets in conjunction with said walls to carry oil from one point of their rotation to another.

' In accordance with the present showing, it will be assumed that when the vehicle is moving forwardly, the gears 2! and 22 will rotate in the direction of the full line arrows shown in Figs. 1 and 2, and when the vehicle is moving backwardly, the gears will rotate in the direction of the dotted line arrows shown in said figures. In the present construction, I have invented a brake method adapted and shown for applying brakeage only against forward movement of the vehicle but will explain what action the parts take when the vehicle is moving rearwardly, later on, when I describe the operation.

On one side of the area of mesh engagement D, of the vehicle driven gears, which in the present construction, is on the lower side, I form what I will term an ingress or supply chamber E, the boundaries of which are the side walls 12 and I4, the converging teeth of the gears 2| and 22 toward the area of mesh D, and the diverging walls 2! and 28. The chamber E has an ingress opening 29, which may be formed in a valve seat plate 30, that is suitably recessed into and secured to the casing C. This opening, which during all braking functions, is always an ingress opening for oil but never an egress opening therefor in any braking capacity, communicates directly with the reservoir B. However, this opening 29 is an ingress and an egress opening for air, and in some extreme and exceptional cases an egress opening for small quantities of oil, as will hereinafter be more fully explained. However, it is important to note that this opening 29 and also the chamber E have an ingress capacity both for oil and air that is very substantially in excess of the capacity of the teeth of both gears to absorb, so that whenever this opening is utilized, the gears cannot starve for either air or oil and thereby cause whistling or other noisy operation, or generate heat.

Reference will next be made to a supply valve structure, the function of which is to control said opening 29 with respect to admission of the medium to be used.

Securely fitted in the flange hub ll, liquid tight, is a valve sleeve 3| which is provided with guiding and stop slots 32; Said sleeve 3| terminates in a head 33 against the bottom of which a valve, to be described, abuts, and which may be provided with one or more nipples 34, to each of which one end of a pipe or pipes 35 communicates, the remaining ends 36 thereof, opening to the reservoir B, above the oil level A, therein. In practice, the structure will be designed so that passages can be cored out to take the place of exteriorly disposed pipes 35, herein shown. However, in any event, it will be seen that the head 33 is in communication with the air space F, of the housing B, above the oil level A, therein.

A combined air and oil valve 3? is slidably mounted in sleeve 3| and is tubular in form.

One end 38, of said valve 37, is adapted to seat against valve plate 35, as shown in Fig. 2, to shut off oil ingress and afford air ingress to supply chamber E. The remaining end 39 is adapted extend outwardly therefrom for operative engagement with mechanism to be later described.

Reference will next be made to the conges tion valve structure.

In the flange hub it is securely fitted a cap valve housing sleeve 4|, having its lower intake end seated in a recessed portion of easing C. Said sleeve 4| has valve openings 42 which communicate with the air space F, and the upper end of said sleeve terminates in a cap 43. which is provided with a suitable packing gland 44. A congestion valve #15 is slidable in said sleeve 4|, and is provided with an operating stem 46, that extends through gland 54, and which is adapted to be operated by mechanism that will hereinafter be fully described. In order to balance said valve 15 to render its operation relatively easy, I provide the latter with balance ports 4'! so that oil under pressure may pass through the valve into the chamber 48, as will now be clear.

In Fig. 1, valve 45 is shown in a sufficiently full upward or withdrawn adjustment to fully open ports ea, or in other words to permit a full flow of air when the parts are in the non-braking adjustment shown in said figure. In Fig. 2, the valve 45 is in a partial braking adjustment.

Between the congestion valve just described and the area of mesh engagement D, of the gears, is a congestion chamber G, formed similar to supply chamber E, and opening to the lower end of sleeve 4|.

Reference will next be made to the mechanism for operating valves 3? and 45.

Referring to Fig. 3, I have shown a brake rod 49, which extends forwardly, or to the right of Fig. 3, and is pivoted to the brake treadle X, and when brakeage is applied and the treadle is advanced to the right of said figure, rod 49 will be moved longitudinally to the right. It will be understood that the brake treadle will be spring controlled by retractive spring X to be returned to a non-braking position when foot pressure or thrust thereagainst is released. A bell crank lever is pivotally mounted to any stationary part 56, at 5!, and'has a relatively short arm 52, that is pivoted at 53 to the inner end of said brake rod 46. If desired, a stop 54 may be provided to prevent the parts from moving beyond the position shown in full lines in Fig. 3.

Said bell crank lever is provided with a relatively long congestion valve arm 55 which is shown pivoted at 56, to alink 51, at the upper end of the latter, the lower end of said link being pivoted at 58, to stem 46, of the congestion valve closure 45. The outer or free end 56, of arm 55, is provided with an enlarged opening 60, the purpose of which will presently appear.

An ingress valve lever 6| is pivoted at 62 to any suitable stationary part 63, and the free end of said lever is forked or bifurcated to form arms 64 adapted to span sleeve 3|. The terminals of said forked portions are bifurcated at 65,

.to slidably engage and operate said studs 40, to

shift valve 31 into different positions.

A rod 66, has its lower endpivoted to lever 6| at 61, and its upper end 68 slidably projects through opening 60, and is threaded to receive a stop nut 69, and preferably a lock nut 10. These nuts not only function as a stop, but also afford a range of adjustability. An expansively acting spring H is interposed between said end 59 of lever 55 and a suitable stop abutment 12, fixed on rod 66. In the non-braking adjustment or position shown in Fig. 3, the spring H is preferably not under compressive tension although it may be to a slight extent if desired.

The operation will next be described and reference will be made to the application of brakeage against forward movement of the vehicle.

It may be informative initially to state that in the Fig. 1 position, the brake is in a non-brakeing adjustment, in which the congestion valve 45 is fully open for full egress passage of air outwardly and upwardly from the egressing or congestion chamber G, out through ports 42 and into the air space F. i

From the air chamber or space F, the air passes through a pipe or pipes 35, to head 33, and upwardly through supply valve 31. As the upper end 38 of valve 3'! is seated against plate 36, no oil from the reservoir B can enter the brake casing but air. can flow freely into supply chamber E, and be carried around by gear teeth and 26 anddelivered to chamber G.

Thus, I havetracedan endless path for the air and the parts will be so proportioned that the freest possible flow of air will be afforded with the supply and congestion valves in the full .open position shown with an excess ingress capacity of the gears to absorb and consequently noise and heat will not be generated at any point in the air path because the gears will not discharge or seek to discharge any more ,air than they draw in. Further, as no oil can enter the gears, and with a free flow of air, it will be seen that there will be no appreciable drag on the brake when the latter is in the non-braking position shown in Fig. 1. It necessarily follows that if there is an ample flow of air to and from the gears, no appreciable heat will be generated and the air itself will not be appreciably heated.

It will now be clear that even with a sharply accelerated speed of the gears, intensive suction of air cannot take place because of the excess ingress capacity afforded, hence, there can be no resulting whistling or heating of the air by the undue friction caused by undue suction. Hence, it follows that at whatever speed, either as regards suction of air or oil, the resulting suction will be satisfied by an ample. volume of air or oil and thus starving of the gears cannot occur. It will be understood that maximum speed of the gears is easily calculated, and hence there is nothing indefinite about the phrase at whatever speed. i

In the Fig. 2 position, the valve 37 is shown seated against head 33, thereby shutting ofi air to the interior of valve 31, and the upper end 38 is withdrawn from plate 30, whereby the oil in reservoir B will rise by gravity into chamber E, and suction of the gears will primarily induce oil ingress into chamber E and the gears will carry the oil around and deliver it to chamber G, and it will pass out ports 42 to air chamberF, and downwardly therein to the oil-level in reservoir 13. Thus, I'have traced an endless path for the oil. I 1

I will now enter into detailed description of the operation under various applications of brakeage against forward movement of the vehicle.

Assuming that the parts were in the non-braking position shown in Fig. 1 and the driver wanted to apply the least or minimum brakeage, he

would advance the brake treadle X and move rod 49, and therefore arms 52 and 55, fro-m the full line to the dotted line position-shown in Fig. 3. This would merely lower or close congestion valve 45 from the full line to the dotted line position, as shown in the same figure, and ports 52 would only be covered to a very minimum extent and consequently there would be very little oil congestion in chamber G. However, downward movement of end 59 of arm 55, t0 the dotted line position wouldact through spring H, longitudinally on rod 66, to move lever 6| from the full line to the dotted line position, and because of the disposition of the connecting centers of the various parts, as clearly shown in Fig. 3, and which disposition is favorable to a greater movement of valve 3'! than valve 45, it will be seen that the former is shifted from an extreme upper to an extreme lower position. This movement, which is favorable to valve 37, is clearly a leverage differential movement, in the specific form shown. However, broadly, it is a differential movement of the valves, irrespective of the means shown, within the limits of the definition claimed.

With this adjustment just described, it will be clear that oil will enter supply chamber E by gravity, as heretofore stated, up to the head level in the reservoir, and the air being shut off from pipes 35, as shown in Fig. 2, the gear teeth 25 and 26 will quickly discharge the moiety of air therein when the parts have changed their position, and expel such air outwardly through chamber G. Suction will instantly be set up in chamber E and the entering oil will be carried outwardly and upwardly by the gear teeth from chamber E and delivered to chamber G.

Now assuming that after the minimum brakeage application had been made, the driver wishes to increase the same, then all he would have to do would be to thrust the brake treadle X a further extent to the right of Fig. 3, moving rod 49 correspondingly, until the congestion valve 45 had been closed to the Fig. 2 position. In further shifting the valve 45 and arm 55, no change in the position of supply valve 3'! would result be-- cause spring ll would yield and permit such further downward movement of arm 55, and as valve 31 was initially moved against head 33, the latter would act as a stop preventing further movement. Thus, increasing brakeage application serves increasingly to hold valve 3i in the position to which it had been initially shifted. It will now be clearthat closure 45 could be lowered to the extent of entirely closing ports 42 to any egress of oil from chamber G, without disturbing or in any way changing theposition of valve 31. 4

In addition to an initial differential movement of valves 3? and 45, whereby the former is shifted to a greater extent than the latter, because of a difference of leverage, it will also be clear that by reason of the lost motion connection between the rod 66 and arm 55, I obtain a delayed or relatively sequential or successive movement of said valves due to the fact that valve 45 can be closed to any desired extent after valve 31 has reached, and been retained in a final or terminal position.

As a direct result of the foregoing and very important feature, I can afford supply chamber E an infiux of oil under a minimum braking application in as great a volume as it would have under a maximum braking application, thereby preventing both heat and noise. It may be stated that it is at a relatively high speed, and with a light braking application, that the gears are most usually starved from an adequate supply of oil, although this condition is prevalent to a greater or less extent at all vehicle speeds and with any degree of braking application in prior brakes of this type, but not with that of the construction herewith presented.

After a maximum or any minimum brakeage application has been made, and the driver desires to restore the parts to a normal or nonbraking position, he merely releases the brake treadle which is spring restored-to a non-braking position, and the parts will be restored to the Fig. 3 position, as shown in full lines. The end 59 will act upon the nut stop 69 to positive raise rod 66 and maintain it in a raised position as shown in full lines in said figure, with the upper end 38, of valve 31, firmly seated against plate 30. Thus, except for taking up the slack or resiliency of spring H, in case the valve 45 had been moved downwardly near to or into an extreme position, it will be seen that restoration of the valves 45 and 3'! to the non-braking position shown in full lines in Fig. 3, will be practically simultaneous.

It will of course be clear that when Valve 31 has been moved to the braking position shown in Fig. 2, that the interior of said valve will be filled with oil unless it is desired to have a check valve therein, which is not necessary in actual practice.

It will also be clear that when valve 3'. has been elevated to a non-braking position, as shown in Fig. 1, the oil in said valve will be free to enter pipes 35 to a certain extent. H wever, immediately upon restoration of valve 3? to the Fig. 2 position, oil will rush upwardly therein to satisfy suction of the gears 21 and 22, and this oil will be bodily lifted into chamber E and expelled by the gears out through chamber G. Thereafter. as long as the brake is in a non-braking adjustment, a free flow of air will negotiate the endless path previously pointed out. In the event that all of the oil in valve 3?, and head 33, was not elevated and expelled, it would do no harm and would not result in either noise or heat.

In all the foregoing, the operation has been described with relation to forward movement of the vehicle and with the gears turning in the direction of the full line arrows shown in Fig. 1. Now it will be clear that as this brake is not designed to arrest rearward movement of the vehicle, the parts will remain in the non-braking adjustment shown in Fig. 1, when the vehicle is backed up, or backs up on a downward incline. The usual band brakes are to be used to arrest rearward movement. Consequently, upon rearward movement, and with the parts in a nonbraking adjustment, the gears 2i and 22 would revolve in the directions shown by the dotted line arrows in Fig. 2, and the air path would be the reverse of that heretofore described. Hence, the air would be expelled into chamber E, through Valve 31, and pipes 35, back to air space F, and through ports 42 into chamber G, completing the endless path through gears 2| and 22.. As backward movement is seldom if ever rapid, relatively speaking, or for great distances no difficulty would be experienced in such reversal,

Now suppose the driver, during backward movement of the vehicle, made a mistake and actuated the brake treadle, then, in that event, the gears 2i and 22, revolving in the direction of the dotted line arrows, would simplypump air from chamber G into chamber E, and this air would be forced out of opening 29 and through the oilin thereservoir and back up into chamber or air space F, without performing any braking function. No harm or injury would result and such a false and abnormal application would seldom be made, andupon release of such false braking application, the parts would instantly be restored and would function in the usual manner, as hereinbefore described.

It will be understood that immediate full ingress of oil is afforded to chamber E, when any maximum braking application is made, as well as when a minimum application is made.

It will be noted that in one shifting movement, the supply valve 31 simultaneously functions to shut off oil and open air ingress to the vehicle driven parts, and in another shifting movement, it functions to shut oif air and open a full ingress of oil to the vehicle driven parts. When valve 31 is in a non-braking position, oil is shut off from the vehicle driven parts to prevent oil drag on the brake when no braking functionis being performed.

In applying brakeage, the congestion valve 45 is first moved into a congesting position and immediately thereafter the supply valve 3'! is moved into a full oilingress position and hence the action imparted to said valves in this initial operation is sequential. However, after this initial application of brakeage has been made, and the congestion valve is moved into a further position of congestion, valve 31 does not move and hence, at this period of the operation, there is an absence of sequence.

When the valve 45 has been retracted from a congesting position, valve 31 is instantly shifted from a full oil ingress to a full air ingress position. However, during the first portion of the retracting movement of valve 45, the lost motion of rod 66 and lever will not have been taken up and consequently while the end 59 is moving toward nut 69, the valve 45 has partaken of a certain movement before valve 31 has been shifted, hence, even in the change from a braking to a non-braking position of the parts, there is a successive or sequential movement of the valves 3'! and 45. Therefore, it will now be clear that at times there is a sequential movement of the valves and at other times, a non-sequential actuation thereof by the differential mechanism. It will be clear that air and oil will always be segregated because ingress of both at the same time or in any adjustment of the supply valve 31 is impossible.

It will be clear that while actuation of treadle X causes a greater extent of travel movement of valve 31, as compared with the movement of valve 45, and therefore is favorable to the former as regards actual travel, still, as to the step of oil congestion, the differential movement is fa vorable to valve 65 in the sense that congestion may be variably increased after valve 37 has reached a full oil ingress position. In the initial movement of the parts for applying brakeage, and before valve 37 has reached a full oil open position, then, and at that time, the action is favorable to oil admission for the reason that a full oil ingress is provided even prior to any extent of oil congestion.

It will be understood that where I employ the phrase a minimum or more than a minimum of brakeage I mean a light or relatively heavy application of brakeage, respectively.

It is believed that the method of this invention will be fully understood from the foregoing description, and I do not wish to be limited thereto except for such limitations as the claims may import. a

I claim:-

1. The herein-described method of preventing noise and generation of heat in a hydraulic brake, comprising the jointly connected steps of shutting off oil ingress and opening a full ingress flow of air to the vehicle driven parts when no braking function is being performed, and in instantly shutting off air and opening a full ingress of oil to the vehicle driven parts by making a minimum or more than a minimum application of brakeage.

2. The herein-described method of preventing noise and generation of heat in a hydraulic brake having vehicle driven parts, comprising the jointly connected steps of shutting off oil and opening an ingress of air to the driven parts in a volume in excess of the suction capacity of the driven parts to draw in when no braking function is being performed, and in instantly shutting off air and opening an ingress of oil to the driven parts in a volume in excess of the capacity of the driven parts to suck in upon any minimum or more than a minimum application of brakeage.

3. The herein-described method of applying hydraulic brakeage, comprisingthe jointly connected steps of diiferentially causing oil congestion and admission, in making the differential action favorable to oil admission of maximum Volume, and in maintaining maximum oiladmission to the vehicle driven parts While various degrees of congestion are being applied for various degrees of braking power.

4. In a method of applying hydraulic brakeage through vehicle driven parts, the steps of admitting oil to the parts, and congesting oil from the parts to apply brakeage in a jointly connected relationship selectively differential with and to the step of admitting oil and favorable to the step of congesting oil.

5. In a method of applying brakeage to vehicle driven parts, the steps of shutting oif oil admission to the parts, and in reducing oil congestion in a selectively differential and jointly connected relationship with and to the step of shutting 01f oil admission when terminating a braking application.

6. In a method of applying brakeage to vehicle driven parts, the steps of instantly shutting off air to and opening maximum ingress of oil to the vehicle driven parts, and in selectively con,- gesting egress of oil from the parts to various degrees independently of but in connected relation-ship to the ingress of oil to the parts to apply various degrees of brakeage.

'7. In a method of applying hydraulic brakeage to vehicle driven parts, the jointly connected steps of causing and maintaining maximum admission of oil to the driven parts, and in selectively varying congestion of oil from the parts to vary the application of brakeage in connected relationship with and while maintaining a maximum admission of oil to the parts.

8. The herein-described method of preventing noise and generation of heat in a hydraulic brake having vehicle driven parts, comprising the jointly connected steps of shutting 'offoil and opening an ingress of air to the driven parts in a volume in excess of the suction capacity of thedriven parts to draw in at any speed when no braking action is being performed, and in applying a minimum or more than a minimum of brakeage and thereby instantly and conjointly shutting off air and opening an ingress of oil to the driven parts in a volume in excess of the capacity of the driven parts to suck in at any speed.

ROY E. MCCLEARY. 

